Rotary motor

ABSTRACT

There is provided in series side by side foul separate combustion rotary type motors, three of which motors fire on every third revolution per motor, with firing staggered without any two or more firing at the same time, and the fourth motor receiving compressed fuel-air mixture from a different one of the three during each consecutive revolution and firing to explode (fire) during every and each revolution, all four motors being mounted around a common drive-shaft axis commonly drivable thereof, and each of the four motor units having each a wheelshaped chamber defined as a chamber enclosure with the disk wheel mounted therein substantially flushly with the upright sides thereof in a sealed state as the wheel rotates within the chamber, and the rotary disk wheel mounted in the chamber being of a much smaller diameter than that of the chamber and the wheel having its mounting such that one rounded peripheral side thereof is substantially flush with one rounded peripheral side of the chamber at a predetermined point of location of the air and fuelair inlet port, and the chamber having just prior to the inlet port an outlet exhaust port, and the firing chamber and piston baffle to receive the force of an explosion of fuel mixture being provided by radially extending spaced apart two separate slots extending transversely across the perimeter face of the disk wheel and having reciprocatably mounted in each of the slots a baffle element extendable and retractable as dependent upon guide elements of the edge of each baffle element respectively, the chamber structure having one side wall defining a track for one baffle element and having an opposite wall defining a track for the other baffle such that the two baffle elements in their respective reciprocatable motions are independent of each other, and there being in juxtaposition with each of the slots in the disk wheel and between the spaced apart slots a depression cavity in which air-fuel mixture is compressed immediately prior to ignition thereof, and the disk wheel being eccentrically mounted relative to the larger-diameter chamber defined by the enclosure for the respective disk wheel.

1 1 *Nov. 11, 1975 United States Patent 11 1 Hughes 1 1 ROTARY MOTOR [76] Inventor: Benjamin F. Hughes, Route No. 1.

Box 120. Morris. Ala. 35116 1 Notice: The portion of the term of this patent subsequent to June 1 1. 1991. has been disclaimecl.

{22] Filed: Nov. 5. 1973 [21] Appl. No.1 412.792

Related U.S. Application Data [63] Continuationinpart of Ser. No. 123.986. March 15.

1971. Pat. No. 3.815.554.

[52] US. Cl. 123/817: 123/833; 123/815 [51] Int. Cl. FOZB 53/08 [58} Field of Search 11111 123/827. 8.31. 8.33. 835. 123/815; 418/261. 264

[56] References Cited UNITED STATES PATENTS 2.118.253 5/1938 Larsen 123/831 X 3.103.919 9/146) Drapeau 123/833 FORElGN PATENTS OR APPLICATIONS 716.754 Ill/19.11 France 123/833 1.398.370 6/1962 France 123/833 Primary Examiner-William L. Freeh Arsilrmnr E.\'umiuw-Michael Koczo. Jr.

[57] ABSTRACT There is provided in series side by side foul separate combustion rotary type motors. three of which motors fire on every third revolution per motor. with firing staggered without any two or more firing at the same time. and the fourth motor receiving compressed fuelair mixture from a different one of the three during each consecutive revolution and firing to explode (fire) during every and each revolution. all four motors being mounted around a common drive-shaft axis commonly drivable thereof. and each of the four motor units having each a wheel-shaped chamber defined as a chamber enclosure with the disk wheel mounted therein substantially flushly with the upright sides thereof in a sealed state as the wheel rotates within the chamber. and the rotary disk wheel mounted in the chamber being of a much smaller diameter than that of the chamber and the wheel having its mounting such that one rounded peripheral side thereof is substantially flush with one rounded peripheral side of the chamber at a predetermined point of location of the air and fuel-air inlet port. and the chamber having just prior to the inlet port an outlet exhaust port. and the firing chamber and piston baffle to receive the force of an explosion of fuel mixture being provided by radially extending spaced apart two separate slots extending transversely across the perimeter face of the disk wheel and having reciprocatably mounted in each of the slots a baffle element extendable and retractable as dependent upon guide elements of the edge of each baffle element respectively. the chamber structure having one side wall defining a track for one baffle element and having an opposite wall defining a track for the other baffle such that the two baffle elements in their respective reciprocatable motions are independent of each other. and there being in juxtaposition with each of the slots in the disk wheel and between the spaced apart slots a depression cavity in which air-fuel mixture is compressed immediately prior to ignition thereof. and the disk wheel being eccentrically mounted relative to the largerdiameter chamber defined by the enclosure for the respective disk wheel.

9 Claims, 14 Drawing Figures VIII/i/I/l/l/I/lld-I' llllllIIHIIIllllllllIlllllllllllllllllllllllllllllllllllIlllll lllllll lllll1|l lll U.S. Patent Nov. 11,1975 Sheet10f3 3,918,414

US. Patent Nov. 11, 1975 Sheet 2 013 3,918,414

Sheet 3 0f 3 US. Patent Nov. 11, 1975 MI W ROTARY MOTOR This patent application is a continuation-in-part of the application U.S. Ser. No, 123,986 filed Mar. 15, 1971 and issued as U.S. Pat. No. 3,815,554 on June ll, 1974, also directed to a combustion rotary engine, having some similarities to the present invention and accordingly in-so-far as similarities exist this application being entitled to the benefit of the filing date of the parent patent application entitled Hughes Rotary Internal Combustion Engine."

This present invention accordingly relates to an improved rotary motor of the combustion type.

BACKGROUND TO THE INVENTION Prior to the present invention, there have existed numerous types and varieties of rotary type combustion engines many of which have never been built and/or manufactured, and those that have varying from oneanother considerably in design and operation, development and experimentation for such motors having been taking place during the past l5 to years at an accelerated rate but with the level of success in so far as practicality and efficient operation being a goal which heretofore prior to this invention has not been readily obtained by most of the presently known designs. In addition, most of these motors require many fragile parts and/or parts that are readily subject to wear and tear i.e. not durable, as well as the operation and design of the motor and the cost of assembling in most instances being excessively high and impractical. Accordingly, most of these motors have represented merely an antique stage of development and have not offered any real promise or workable models in comparison to known non-rotary motors even though such piston-type motors are notoriously inefficient. Also accordingly, it is desirable to obtain a practical and low cost motor of high efficiency and small size.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to obtain this above-note desired result.

Other objects include the overcoming of one or more of the difficulties and/or disadvantages noted above.

A main object of this invention is to help solve the energy and pollution crises, by having an engine that burns much less fuel to obtain the same amount of horse power, while giving less pollution and by being able to burn a variety of different fuel and/or fuel mixtures, and being able to run on, for example, especially hydrogen gas, the clean fuel of the future, and by being able to be compression-fired and/or by having a lean fuel injection immediately prior to a rich injection near the combustion point, the top dead center point for example, where the compression of the present invention is maximum, to allow spark and/or compression firing.

Another object is a three revolution cycle engine having an intake and an exhaust of clean air, to cool and clean the rotor chamber, and thus to be air-cooled.

Other objects become apparent from the preceding and following disclosure.

One or more of the objects of this invention are obtained by the invention as defined herein.

Broadly the invention includes one or more motor units each of which is capable of functioning alone but which in a greater combination enhances the operation of one another and improves the stability of the power and the smoothness of operation and accordingly has less wear and tear on the elements thereof. Accordingly, the invention includes in a broad concept thereof. a rotary wheel of predetermined diameter mounted within a chamber of larger or considerably larger diameter, which rotary wheel is mounted adjacent one rounded peripheral edge of the cavity and spaced away from such edge on an opposite side of the circular chamber, for rotation of the disk wheel around an eccentrically mounted axis relative to the center of the circular chamber space, with the operativeness of the mechanism being dependent upon the presence of at least two separate baffle elements which are reciprocatable in a radial direction within a radially inwardly extending slot and the second of the two spaced-apart slots being similarly radially inwardly extending, the position of each respective baffle element being dependent upon one or more tracks in one or more opposite side walls of the chamber, or preferably a different track in each of the opposite side walls with the track in one side wall controlling one baffle element and the track in the opposite side wall controlling the other and following baffle element and in a preferred embodiment there being a recess cavity in the outer peripheral face of the disk wheel with the cavity being in juxtaposition with each and located between the two spaced apart slots, and the inlet port for the injection of air and/or fuel and/or fuel-air mixture being located at the point preferably at which the disk wheel rounded perimeter outer face rotates substantially flushly and in juxtaposition to the curved peripheral inner circular wall of the chamber and the exhaust outlet port being located just prior thereto for the exhaustion of fumes immediately prior to the inlet port position for the exhausting of fumes during the appropriate timed cycles and opening and closing of the respective valves of the inlet and outlet ports. In particular, the operation is substantially as follows, for a preferred embodiment of the invention. During what might be termed to be a first rotary cycle revolution of the disk wheel, the leading baffle (relative to the direction of rotation of the wheel) becomes extended as it leaves the point of the preferred location of the inlet port (as noted above) and concurrently the trailing baffle element remains recessed, as each is separately controlled by its respective side-wall track, and with the inlet port open there is drawn (by action of vacuum) into the chamber behind the leading baffle element air, while in front of the leading baffle element exhaust gases from the priorcyclerevolution-ignition are pushed ahead and out of the open outlet port. and at about the termination of the halfway point of the revolution in this first revolution the second and following baffle element becomes fully extended and thereafter the lead baffle retracts, and the following baffle serves to continue to push ahead the exhaust fumes and to draw-in the air. At about the completion of the first cycle, the exhaust outlet port becomes closed by a valve and timing mechanism as controlled by any desire and/or conventional timing or programming device, and the inlet port remaining open during the next and second revolution in order to avoid a vacuum from being formed behind the respective first, leading and second trailing baffle elements as they extend and the lead baffle element during this second revolution serving to compress the air which was drawn into the space during the first cycle and as the second cycle nears its completion during the compression of the air by the now extended following baffle element, the inlet port closes such that as the compressed air is forced past the inlet port entrapped within the cavity space between the slots, the .compressed air does not escape but is trapped within the recess cavity and is carried to the point of ignition, there having been injected during compression and/or immediately before ignition a fuel for admixture with the now compressed air. Ignition is brought about by typically a spark plug and/or by compression or other suitable means, at the inlet port location and/or immediately subsequent thereto, the ignition taking place behind (subsequent to the passing-by of) the lead baffle element as the lead baffle has already begun to extend in order to remain flush with the round peripheral chamber wall and to provide a surface against which the expanding gases of combustion may press from behind the lead baffle element, this causing the disk wheel to rotate and as before, when the rotation is about half way through the revolution, the trailing baffle extending and thereafter the lead baffle retracting and the expanding gases thereafter continuing to press against the rearward face of the trailing baffle element. During this explosin and revolution the exhaust port having opened in order that air in front of the baffles may be pushed out of the chamber to avoid compression as the rotation takes place, and the port remaining open and additionally the inlet port for the next cycle opening for the rotation during which the baffles push out the exhaust gases and suck-in the fresh air and/or fuel.

In a very simplified form of the inventive elements, the mechanism may be one driven by a fluid injected into the inlet port and permitted to eject out of the exhaust port with both ports at all times open. also in another variation there being a pump which merely receives a fluid or liquid in the inlet port and as the pump is driven the fluid or liquid escapes through the outlet port. Thus, the structure may be either a pump or a motor. In preferred embodiments, however, the mechanism is as already previously above described. It should be noted, however, that there is not necessarily present a spark plug or equivalent device since under appropriate conditions and design, it is possible that by the heat of prior combustions and/or heat of compression there may be avoided any need of a spark plug. However, it is also possible to utilize an ignition device initially, and thereafter to rely on heat of compression for example.

The invention may be better understood by reference to the following Figures.

THE FIGURES FIG. 1 illustrates a cross-sectional view of a typical embodiment of a single motor unit of the present invention, the gearing and timing mechanism for the valves operations being merely diagrammatic, such mechanisms being well known and conventional in the art, and such prior art knowledge being incorporated herein.

FIG. 2 represents a side and end-part crosssectional view as taken along lines 22 of FIG. I, and illustrates in one face of the chamber side wall a typical track and showing in phantom how the movement of the baffle element within the chamber would be controlled insofar as reciprocal motion radially inwardly and outwardly and also in phantom there being shown the corresponding and differently positioned track that would be present on the opposite face of the chamber, this opposite wall being shown in FIG. 3.

FIG. 3 illustrates the opposite wall and track therein and also shows the phantom FIG. 2 track relative thereto, also showing in partial cross-sectional view a view as taken along lines 3-3 of FIG. 1, showing the other face and track, and also showing the phantom disk wheel also illustrated in FIG. 2, but being shown in a different wheel position in the rotation cycle.

FIG. 1, FIG. 2, and FIG. 3 each disclose the fact that the axis of rotation is eccentric to the center of the chamber and side walls thereof.

FIGS. 4 through 7 represent various view and components of the respective baffle elements, as described below.

FIG. 8 illustrates a roller seal for the rotor housing with spring biasing.

FIG. 9 illustrates in greater detail one of the seals of the type illustrated in FIG. 8, FIG. 9 being a view in cross-section such as of FIGS. 2 and 3, except showing additionally in position the disk wheel in an in-part view.

FIG. 10 illustrates in a flow-diagram fashion the rotation of a wheel disk and illustrating the relative controlled positions of the leading and following baffle elements or vanes, each respectively during a single rotation of the disk wheel.

FIG. 11 illustrates a side cross-sectional view of the general type similar to that of FIG. 1 except illustrating a series of the motor units in side-by-side relationship.

FIG. 12 illustrates a similar combination to that of FIG. 3 in similar view, except additionally having a fourth unit which receives compressed fuel mixture for combustion during each revolution.

FIG. 13 illustrates in side cross-sectional view a pump or motor model of simplified construction, having always-open both inlet and outlet ports.

FIG. 14 illustrates a typical view as taken along lines 14-14 of FIG. 12, inside cross sectional view.

DETAILED DESCRIPTION OF THE INVENTION To assist in the following of the description, the following is a comprehensive listing of the elements illustrated and discussed, for the preceding FIGS. 1 through 14.

There are several conventional fuel injector systems now in use that are public property for injecting the fuel into the rotor housing ahead of the vanes, with electronic or mechanical controls controlling the amount of fuel that is injected that will burn in the amount of air that enters the rotors and the throttle controls the air flow. The rotor housings are cast thicker at t.d.c. allowing a curved valve port thus holding the high combustion pressures.

There are three types of rotors, having two types of vanes used in three different ways having three shaft lengths with key slots in line for key; there are three rotor housings with four end housings and two division housings; four different valve ports, and two ports always open; a fuel pump, a fuel injector pump, a rich and a lean fuel injector nozzle. Some things not shown in the drawings are a battery, a generator for charging or magneto for ignition, ignition system, oil system and a fuel supply system with lines to pumps and from pumps to carburetor or injector nozzles.

End housing 5 and 7 shown in FIGS. 2 and 3 show about where fuel injectors nozzles and spark plug if used would be in rotor housing.

FIG. I shows a one rotor engine; having disk rotor I, mounted on shaft 2, secured by key 3, in circular central housing 4 between end housing 5, having lead vane barrier cam track 6'; and the other end housing 7' having trailing vane barrier cam track 6". These end housings are shown in FIGS. 2 and 3. The cam tracks extend and retract the vanes during the rotation of the rotor.

The rotor in FIG. 13 has two slots 15, 15, for the vanes 10a and 10b, FIGS. 5 and 6, mounted therein, with top seals 23, and side seals thereon. The ignited expanding gases push on the lead vane rotating the rotor; spark plug 32 is behind fuel pump 46 that pumps fuel by cam action from cam on cam shaft 40; there are many other ways of doing this. Fly wheel with gears thereon I3 is engaged with cam wheel and gears 14 on cam shaft 40, having a /3 to 1 ratio with the fly wheel and gears this allows with the proper cams," the two intake valves to be open alternately one revolution each, and closed two revolutions, and the exhaust valve to be open two revolutions and closed one.

This device of this invention has many of the features of the device of the parent patent, such as a round disk rotor of predetermined thickness, having slots with a vane barrier therein, with a recessed firing chamber following the vane barrier, or a pair of slots with extendable and retractable vane barriers therein and the recessed firing chamber between the vane barriers. These vane barriers have pairs of wheels on a track extending and retracting the vanes while at different points holding the outer edges very close to the rotor housing. Also these pairs of wheels on the track prevent the vanes from bouncing while they extend and retract and prevent loss of the compression of gases. These vanes also have sealing elements, reciprocatable as part of the vane barrier means. Also the tracks are on the end housings. Seals may be in multiple if desired, as side seals 25 used in pairs, one front and side, and one back and side, with corrugated springs underneath. Vane seals 23 and 25 are for these top and side seals, FIGS. 4 and 7.

A LIST OF ELEMENTS ARE AS FOLLOW:

l. Rotor having two vanes: l' rotor with one vane, l"

rotor two vanes 180 across rotor;

2. Rotor shaft: 2 shaft four rotors, 2 shaft three rotors;

3. Key for rotor shaft 2 key cam shaft;

4. Rotor housing: 4 for No. 4 rotor, 4" for pump;

5. End housing having track 5, for vane 10b,

6. Track round, on division housing and end housing 7, 6' for lead vane, 6" for trail vane;

7. End housing having track 6 (see division housing 30 and 3) 7' end housing having track 6;

8. Assembly bolts;

9. Assembly bolts holes;

10. Vanes, lead vane 10a with wheels on both edges,

trailing vane 10b with wheels on one edge;

1 l. 1 l wheels for vanes edges to run on track 6, 6,

l2. Spindle for wheels;

l3. Fly wheel with gears thereon;

l4. Cam wheel with gears thereon;

l5. Vane slots in rotors;

. Port exhaust 16' intake;

. Roller seal for rotor housing and bore;"

. Conduit exhaust. l8 conduit intake;

. Conduit threads;

. Mounting base;

. Rotor shaft bore;

. Combustion indentation;

. Vane top seal and tab to hold it on 27;

Vane side seal, 2 each one on end and front and one on end and back;

. Rotor side seal, 2 each one on each side of rotor; Vane side seal groove;

. Vane top seal tab;

28. Vane top seal holes;

29. Rotor bearings: in housings, on shaft;

30. Division having track 6, 6", 30' track 6" and 6; 3 l. Fuel injector nozzle;

32. Spark plug and wire;

. Fresh air intake valve;

. Intake valve to carburetor;

. Exhaust valve;

. Intake port always open;

. Space in rotor housing;

. Exhaust port always open;

. Coolant;

. Cam shaft;

. Valve cams;

. Fuel pump cam;

. Cylindrical roller seal in rotor and bore;"

. Valve seats Top dead center, t.d.c.

. Fuel pump;

. Fuel line;

. Alignment bores;

. Alignment pin;

Conduit from rotors Nos. 1, 2 and 3 to rotor No.

5 l. Outlet port for conduit 50;

52. Fuel injector pump;

53. Ports holes in rotor housing intake and exhaust;"

54. Exhaust pipe to muffler;

55. Intake pipe to air filter.

The trailing vane 10!), shown in FIGS. 1, 2 and 3, with wheels 11, 11' on track 6 is extending as it leaves top dead center while rotating, and is extended to 180 from top dead center, trail vane 10b with wheels on track 6" is retracted as it leaves top dead center and remains retracted about where it begins to extend and is fully extended as it reaches l80 from top dead center so that both lead and trail are extended, then the trail vane remains extended to the top dead center where it retracts again while the lead vane begins to retract at and remains retracted until it reaches top dead center where it extends.

The engine at the stage as shown in FIG. 1, revolution No. l is for power and exhaust of air sucked in on the previous revolution No. 3. At the end of revolution No. 3 when lead vane 10b has just passed top dead center, indentation 22 is at top dead center the trail vane 10b very near top dead center spark plug 32 ignites the compressed gas-air mixture that was sucked in to the chamber 37 on revolution No. 2 and compressed on revolution No. 3; this begins when revolution No. 1 exhaust valve 35 is open air sucked in on revolution No. 3 is exhausted and valves 33 and 34 are closed; the expanding burning gases in chamber 37 push the backside of the lead vane to apply torque on the rotor 1, see function of vanes above. also see FIG. 10, and FIGS. 6 and 7 for track 6' and 6". Note: Lead and trail vanes 10a and 101) on tracks 6, 6" extend and retract the same on the three revolutions.

During a second revolution, when the exhaust valve is open, burned gases are exhausted. valve 33 is closed. and valve 34 is opened allowing fuel-air to be sucked into chamber 37.

Revolution No. 3 Compression of air fuel and fresh air intake When the exhaust valve 35 closes, allowing compression of fuel-air. valve 34 is closed. then valve 33 opens allowing the compression of fuel air mixture; at the end of this revolution spark plug 32 ignites the compressed fuel-air mixture and revolution No. 1 begins.

FIG. 12 shows four rotors (instead of three rotors shown in FlG. 11); some of the changes made are: valve 33 now is valve 33 leading to conduit 50 leading to indentation 22 on rotor l' of rotor housing 4' in rotor No. 4 of this engine, also division end housing 30 between rotor No. l and rotor No. 2 and one between rotor No 2. and rotor No. 3, a different division end housing 30' is between rotor No. 3 and rotor No. 4. All rotors are aligned to reach the top dead center at the same time keyed to the shaft 2 by key 3'. No. 4 rotor receives a compressed charge into indentation 22 from one of the three rotors No. 1, No. 2 or No. 3 on each revolution; spark plug 32' ignites these charges about 10 later. Rotor l' in rotor housing No. 4 shown as housing 4' has one vane baffle 101: having wheels 11. 11' on both sides on track 6, a round track on end housing 7. and division housing 30'; and vane 10a is ahead of indentation 22; also rotor housing No. 4 has always open exhaust port 38. Valve 33' leading to conduit 50 on rotors No. 1, No. 2 and No. 3 closes when vane 10a is past top dead center (t.d.c.) and opens 240 past t.d.c. then vanes 10b in rotors No. 1, No. 2 and No. 3 as typified in FIG. 10 extend and retract as they do in the single rotor engine shown in FIG. 1. Valve 35' is the exhaust valve and valve 34' is intake of fuel-air from the carburetor; fly wheel with gears thereon 13' is engaged with cam wheel with gears 14 on cam shaft 40' having a /a to 1 ratio to the fly-wheel 13' on rotor shaft 2'. thus with the proper shaped cams the valves open and close as desired.

FIG. 1 shows a one rotor engine having the rotor 1 mounted on shaft 2 secured by key 3 in central housing 4 between end housing 5' having lead vane cam track 6' and the other end housing 7' having railing cam track 6"; these end housing are shown in FIGS. 6 and 7. The rotor has two slots 15, for two separate vanes 10a and 10b of FIGS. 5 and 6, to slide in with a firing chamber between 22 shown in FIGS. l0, l3, and 14, with a spark plug 32 near the top dead center 46 as shown in FIG. 4 timed to fire the compressed air fuel mixture as it reaches the top dead center (see Page 4 of the previous material, for vanes and the three stroke cycle functions also Page 5; 1 will go into more detail below).

To begin say the engine has just fired. the trail vane is retracted and the lead vane is extended, (34 and 35 valves were closed on previous revolution, valve 33 open see FIG. 4a) exhaust valve 35 opens allowing the air intake of the previous revolution to exhaust then air intake valve 33 is closed and valve 34 to the carburetor is opened, thus the expanding gases push against the leading vane baffle 10 giving torque to turn the rotor 1 when the vanes reach about 180.

On rotor revolution No. l, of four rotor engine FIG. 11a. at the end of revolution No. 3 the compresser fuelair mixture is at t.d.c. and ignition is made, burning gases push against the lead vane 10b turning rotor 1; now No. 4 rotor charge also ignites; vane 10a is giving torque to rotor 1', exhaust valve 35 is closed and intake valve 34 is closed 15 past t.d.c. and valve 33' closes, and opens at 340 past t.d.c.

On revolution No. 2. No. 4 rotor engine exhaust valve 35 is open allowing burned gases to exhaust then intake valve 34 is opened allowing fuel-air to be sucked into the chamber 37 behind the vane 10a and valve 33 opens and functions as in revolution No. l and the No. 4 rotor fires again.

For revolution No. 3, of the four rotor engine. exhaust valve 35 is closed, allowing compression to be made and intake valve 34 is open allowing intake of airfuel mixture; then rotor No. 4 ignites again and valve 33 functions the same as above-described.

Firing order is rotor No. 1 and No. 4 rotor; No. 2 rotor and No. 4 rotor; No. 3 and No. 4 rotors; as a total of six power strokes on the three revolutions.

FIG. 11 shows a three rotor engine. This new three rotor engine is fueled by a fuel injector pump so that lines and nozzles can be ignited by a spark plug or can be compression fired or can be stratifired by having a lean fuel injection in the rotor housing. When vanes are 180 from t.d.c. on the compression rotation the lean injection is at about b.t.c. and at the same time have a rich fuel injection into the rotor chamber at about 15 t.d.c. This also can be spark plug ignited or compression fired. this will give a very clean exhaust, the cleanest ever.

Function of the three rotor engine Lead and trail vanes 10b on tracks 6' and 6" function as in the one rotor engine in FIG. 4a and as in rotors No. 1, 2 and 3 of the four rotor engine shown in FIG. 12.

Revolution No. l with power/exhaust exhaust valve 35 opens to allow air from revolution No. 3 to exhaust then intake valve 33 is closed then the air is drawn into the chamber on revolution No. 2 while being compressed on revolution No. 3 when vanes were about from t.d.c. Fuel is then injected through fuel injector nozzle 31, and if stratified a rich injection is also made at the ending of revolution No. 3. this fuelair was compressed and is being concentrated in indentation 22 of either compression, or spark ignited; this is where revolution No. 1 begins Power is gained by the expanding gases pushing the lead vane 10b to apply torque to the rotor 1, the clean air exhausted cleans the rotor chamber and also cools the chamber.

Revolution No. 2 exhaust/intake valve 35 is open and remains open allowing burned gases to be exhausted, valve 33 is then opened allowing air to be drawn in.

Revolution No. 3 compression/intake valve 35 is closed allowing compression to be made; intake valve 33 is then open allowing air to be drawn into the chamber to cool and cleanse the rotor chamber thus this air could be compressed and used to supercharge the engine by having a holding chamber, with lines pipes leading to and from a port in the rotor chamber at 45 past t.d.c. to allow increase of intake. The pressure release valve is used on the holding chamber to keep the pressure constant. All rotors are keyed to the rotor shaft at t.d.c. when firing orders are rotors No. 1, No. 2 and No. 3.

Note that in the FIG. 12 embodiment, the system functions substantially as the FIG. 11 embodiment and the right-end chamber fires every revolution. Valve ports for intake and exhaust are through rotor housing allowing the valve stem to be inserted through rotor housing above the ports (see FIG. 1); this will allow spring, retainer tape and screw locknut and tape to be above rotor housing for adjustment see FIG. 1.

FIG. 11 shows valve and stems are through the rotor. FIG. 1 shows fly wheel. and gears, cam wheel and gears, and are also shown in FIG. 12, not shown in FIG. 5a but are to be used thereon; in FIG. 11 all vanes are on the other side of the drawings.

FIG, 13 shows this invention in a unique modification into an external combustion device able to handle high pressure, or saturated steam, liquids or gases to drive it or to be driven, to pump or compress. On shaft 2" is rotor I being a disk of predetermined thickness having two slots 15 180 across the disk from one another with vane l'a having wheels 11", 11" on both edges of the vanes that are in these slots. The rotor l is in rotor housing 4" having intake port 36 and outlet exhaust port 38. These ports are always open no valves" and are openings through rotor housing 4", the wheels 11"l I' are on track 6 in end housing 5 and on track 6 on the other end housing 7, these end housing 5 and 7 are secured to rotor housing 4" to complete the enclosure. Circular seal 25 are on both sides of the rotor l" and vanes l0'a are kept very close to rotor housing 4" thus only the seals 23 rub. This engine can be stratified by using two fuel injector nozzles on each rotor used by injecting a lean stroke of fuel somewhere say 90 before top center on the compression stroke and a rich fuel injection about 20 before top dead center. These injections are made when the lead vane baffle is about l80 from top dead center on the lean injection, and when the lead vane is about l80 from top dead center on the rich injection. This engine can be spark fired with compression at eight to one ratio compression fired by increasing the compression ratio to one or somewhere between 12 to one and to one would depend on the type of fuel used and size or the capacity of the chamber in which the rotor revolves. This engine should pass the environmental protection agency standard of 1975 on pollutants.

On the four rotor engine shown in FIG. 12 rotors l, 2, and 3 will work as the above rotors can on the rotor shaft I20 around the shaft with No. 4 rotor 15 from top dead center when the rotors reach top dead center, so that the compressed gases reach No. 4 rotor with full force. The firing order will be I and 4, 2 and 4, 3 and 4, giving six power strokes for four revolutions.

It is within the scope of the invention to make variations and substitutions of equivalents within ordinary skill.

I claim:

1. A motor device comprising in combination: a rotary disk means of circular shape and having predetermineed thickness, rotatable around a central axis thereof and having for separate baffle elements two radially inwardly separately extending slots spaced apart from one another a predetermined distance, on baffle element per slot. and for each slot a separate movably mounted baffle element being defined and movable to and fro radially within its respective slot; chamber structure means defining a substantially closed chamber of a chamber shape and size receivable of the disk means and larger in diameter than the disk means and of thickness slightly greater than that of the disk means such that the disk means is receivable therein with sub stantially flush opposing sides of the opposite sides of the disk with the respective opposite cavity sides, and including eccentric-ally located axis means for rotation therearound of the disk means such that one circular edge of the disk mean is closer to a circular edge of the cavity than another opposite edge of the cavity during rotation, and defining as a part of the cavity structure at least two spaced-apart ports located in a circular edge of the chamber a circular periphery thereof as intake and outlet ports for respectively intake and exhaustion of fluid into and from the chamber, and the chamberstructure means further defining first and second tracks in respective planar faces having a circular periphery, with the tracks being eccentric to the axis of the disk means, and the baffle element of each respective slot including a track element positioned to ride along the track during rotary motion of the disk means such that the baffle elements extends from and retract into their respective slots of the disk means, there being a separate track for each baffle element.

2. A motor device of claim 1, and including a recessdepression within a circumscribing face of the disk means located between the spaced-apart baffle elements in juxtaposition therewith, and including, first valve structure means for controllably opening and closing the inlet port.

3. A motor device of claim 2, in which the second track for the second baffle element is defined in a planar face of the chamber structure means opposite that having the other first track therein such that the reciprocating movements of the respective baffle elements are independent of one-another, and the tracks being located in their respective walls such that one baffle element is less than fully retracted when the other is fully retracted and the one baffle element is more fully extended than the other at varying points during a complete rotation of the rotary disk means.

4. A motor device of claim 3, in which as the rotary disk means revolves, a lead one of the baffle elements becomes first extended by virtue of its track while the trailing one of the baffle elements remains retracted by virtue of its track and during the course of the single rotation the trailing one of the baffle elements becoms fully extended after which the lead baffle element becomes retracted and becomes fully retracted and remains fully retracted until it passes the point of closest proximity of the edge of the periphery of the rotary disk to the rounded periphery of the side of the chamber of the chamber structure means, said inlet port being lo cated at about the point of closest proximity of the rounded side of the disk means to the rounded sidewall of the chamber of the chamber structure means.

5. A motor device of claim 4, including second valve means for opening and closing the outlet port.

6. A motor device of claim 5, including spark-ignition means located. relative to the direction of rotary movement of the disk means, at a point subsequent to the closest proximity of the disk means to the curved wall of the chamber and located in the chamber for igniting fuel mixture according to predetermined timing following the passing thereof by the lead baffle element before ignition mixture thereby.

7. A motor device of claim 6, including a timing valve means for serially operating inlet and outlet valve means in a predetermined order of opening and closing alone at times and together at other times, including the opening of the inlet port for the admission into the chamber of fuel-air mixture with the concurrent opening of the outlet valve as a lead one of the baffle elements moves past the outlet port and approaches and passes the inlet port and for maintaining in the open position each of the valve means of each of the inlet port and the outlet port until such time as the lead baffle element moves past the outlet port and approaches the inlet port at which time the outlet port valve means becomes closed and remains closed during the subsequent next rotation of the rotary disk means and upon thereafter the next passing of the lead baffle element past the inlet port, the inlet port valve means becomes closed and the outlet valve becomes opened and the spark-ignition means is timed to tire during this rotation and the inlet valve means becomes opened as the lead baffle element passes the inlet port for predetermined admission of air behind both the lead and the following baffle elements during this cyclic rotation,

and for thereafter bringing about a repeat of the programmed timing and movements thereof cylically.

8. A motor device of claim 7, including a series of the rotary disk means and chamber structure means therefor, and for each of the series there being included their respective valve means and timing means and being mounted in side by side relationship with all consecutively serially arranged mounted on and drivable of a common axis by their respective disk means, and the respective timing mechanims relative to each other being preprogrammed such that respective ones of the series fire during different cycles of rotation.

9. A motor device of claim 8, including at least four serially consecutive ones of the respective disk means and chamber structures therefor in the side by side serial relationship driving a common axis, and including one of the chamber structure means defining passageconduits to each of the fuel inlet ports of the remaining chamber structure means of the series to each inlet port thereof such that compressed fuel mixture during each rotation is fed to the one chamber structure means of the passage-conduits. 

1. A motor device comprising in combination: a rotary disk means of circular shape and having predetermineed thickness, rotatable around a central axis thereof and having for separate baffle elements two radially inwardly separately extending slots spaced apart from one another a predetermined distance, on baffle element per slot, and for each slot a separate movably mounted baffle element being defined and movable to and fro radially within its respective slot; chamber structure means defining a substantially closed chamber of a chamber shape and size receivable of the disk means and larger in diameter than the disk means and of thickness slightly greater than that of the disk means such that the disk means is receivable therein with substantially flush opposing sides of the opposite sides of the disk with the respective opposite cavity sides, and including eccentrically located axis means for rotation therearound of the disk means such that one circular edge of the disk mean is closer to a circular edge of the cavity than another opposite edge of the cavity during rotation, and defining as a part of the cavity structure at least two spaced-apart ports located in a circular edge of the chamber a circular periphery thereof as intake and outlet ports for respectively intake and exhaustion of fluid into and from the chamber, and the chamber structure means further defining first and second tracks in respective planar faces having a circular periphery, with the tracks being eccentric to the axis of the disk means, and the baffle element of each respective slot including a track element positioned to ride along the track during rotary motion of the disk means such that the baffle elements extends from and retract into their respective slots of the disk means, there being a separate track for each baffle element.
 2. A motor device of claim 1, and including a recess-depression within a circumscribing face of the disk means located between the spaced-apart baffle elements in juxtaposition therewith, and including, first valve structure means for controllably opening and closing the inlet port.
 3. A motor device of claim 2, in which the second track for the second baffle element is defined in a planar face of the chamber structure means opposite that having the other first track therein such that the reciprocating movements of the respective baffle elements are independent of one-another, and the tracks being located in their respective walls such that one baffle element is less than fully retracted when the other is fully retracted and the one baffle element is more fully extended than the other at varying points during a complete rotation of the rotary disk means.
 4. A motor device of claim 3, in which as the rotary disk means revolves, a lead one of the baffle elements becomes first extended by virtue of its track while the trailing one of the baffle elements remains retracted by virtue of its track and during the course of the single rotation the trailing one of the baffle elements becoms fully extended after which the lead baffle element becomes retracted and becomes fully retracted and remains fully retracted until it passes the point of closest proximity of the edge of the periphery of the rotary disk to the rounded periphery of the side of the chamber of the chamber structure means, said inlet port being located at about the point of closest proximity of the rounded side of the disk means to the rounded sidewall of the chamber of the chamber structure means.
 5. A motor device of claim 4, including second valve means for opening and closing the outlet port.
 6. A motor device of claim 5, including spark-ignition means located, relative to the direction of rotary movement of the disk means, at a point subsequent to the closest proximity of the disk means to the curved wall of the chamber and located in the chamber for igniting fuel mixture according to predetermined timing following the passing thereof by the lead baffle element before ignition mixture thereby.
 7. A motor device of claim 6, including a timing valve means for serially operating inlet and outlet valve means in a predetermined order of opening and closing alone at times and together at other times, including the opening of the inlet port for the admission into the chamber of fuel-air mixture with the concurrent opening of the outlet valve as a lead one of the baffle elements moves past the outlet port and approaches and passes the inlet port and for maintaining in the open position each of the valve means of each of the inlet port and the outlet port until such time as the lead baffle element moves past the outlet port and approaches the inlet port at which time the outlet port valve means becomes closed and remains closed during the subsequent next rotation of the rotary disk means and upon thereafter the next passing of the lead baffle element past the inlet port, the inlet port valve means becomes closed and the outlet valve becomes opened and the spark-ignition means is timed to fire during this rotation and the inlet valve means becomes opened as the lead baffle element passes the inlet port for predetermined admission of air behind both the lead and the following baffle elements during this cyclic rotation, and for thereafter bringing about a repeat of the programmed timing and movements thereof cylically.
 8. A motor device of claim 7, including a series of the rotary disk means and chamber structure means therefor, and for each of the series there being included their respective valve means and timing means and being mounted in side by side relationship with all consecutively serially arranged mounted on and drivable of a common axis by their respective disk means, and the respective timing mechanims relative to each other being preprogrammed such that respective ones of the series fire during different cycles of rotation.
 9. A motor device of claim 8, including at least four serially consecutive ones of the respective disk means and chamber structures therefor in the side by side serial relationship driving a common axis, and including one of the chamber structure means defining passage-conduits to each of the fuel Inlet ports of the remaining chamber structure means of the series to each inlet port thereof such that compressed fuel mixture during each rotation is fed to the one chamber structure means of the passage-conduits. 